JP2020008288A - Collision determination device - Google Patents

Abstract

To provide a collision determination device capable of appropriately performing a collision determination of an object with respect to the own vehicle in consideration of a lapse of time, irrespective of a positional relationship of the object with respect to the own vehicle or a moving state of the object.SOLUTION: A collision determination ECU 20 determines whether there is a collision between an own vehicle and an object located around the own vehicle calculated by an object detection device 10. In a three-dimensional coordinate system defined by a distance in a traveling direction of the vehicle, a distance in the vehicle width direction, and elapsed time from the present time, the collision determination ECU 20 calculates a three-dimensional vehicle body that indicates the transition of a vehicle presence region by complementing the vehicle presence region at each predetermined time intervals. It is determined whether or not the object collides with the own vehicle on the basis of whether or not the three-dimensional vehicle body and the calculated moving path of the object intersect.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a collision determination device that determines whether there is a collision between an object around a host vehicle and the host vehicle.

  2. Description of the Related Art There is known a collision determination device that estimates a movement trajectory of an own vehicle and a movement trajectory of an object around the own vehicle and determines whether an object collides with the own vehicle based on the estimated movement trajectory of the own vehicle and the object. I have. The collision determination device disclosed in Patent Literature 1 calculates an intersection point where the estimated movement trajectory of the own vehicle and the estimated movement trajectory of the object intersect. Then, the time required for the vehicle to reach the intersection and the time required for the object to reach the intersection are calculated, and the presence or absence of an object collision with the vehicle is determined based on the calculated time.

JP 2008-213535 A

  When the trajectory of the own vehicle and the trajectory of the object are each estimated by a line, and collision determination is performed using the intersection of the lines, depending on the positional relationship between the own vehicle and the object or the moving state of the object, In some cases, the collision determination cannot be properly performed.

  The present invention has been made in view of the above problems, and a collision that can appropriately determine a collision of an object with respect to the own vehicle in consideration of the passage of time regardless of the positional relationship of the object with respect to the own vehicle or the moving state of the object. It is an object to provide a determination device.

  The present invention relates to a collision determination device that determines whether or not a collision exists between an object located around a host vehicle detected by an object detection device and the host vehicle. The collision determination device is configured to determine, in a two-dimensional coordinate system defined by a distance in the current vehicle traveling direction and a distance in the vehicle width direction of the current vehicle, a vehicle existence area at a predetermined time on an estimated route of the vehicle. And a three-dimensional coordinate system defined by a distance in the own vehicle traveling direction, a distance in the vehicle width direction, and an elapsed time from the present time, and the calculated predetermined time. By complementing the own vehicle presence area, the own vehicle information calculation unit that calculates an own vehicle solid that is a solid indicating the transition of the own vehicle presence area, and the position of the object detected by the object detection device. A moving path calculating unit that calculates estimated path information indicating an estimated value of the moving path of the object in the three-dimensional coordinate system, based on the calculated three-dimensional vehicle, and the calculated moving path of the object. Own vehicle based on the presence or absence of fellowship Against and a determination unit for determining whether the collision of the object.

  In the above configuration, the distance is calculated on the estimated route of the own vehicle in the three-dimensional coordinate system defined by the distance in the own vehicle traveling direction, the distance in the vehicle width direction, and the elapsed time from the present with respect to the own vehicle. By complementing a plurality of vehicle-existing regions, a vehicle solid which is a three-dimensional object indicating the transition of the vehicle-existing region is calculated. In addition, estimated route information indicating an estimated value of the movement route of the object is calculated in the three-dimensional coordinate system based on the position of the object detected by the object detection device. Then, it is determined whether or not the object has collided with the own vehicle based on whether or not the three-dimensional vehicle and the moving path of the object intersect. In this case, the three-dimensional vehicle used to determine the collision of the object with the own vehicle is calculated as a three-dimensional solid in which the own vehicle existence region extending in the own vehicle traveling direction and the vehicle width direction is continuous on the time axis. Then, the collision determination is performed based on the presence or absence of the intersection between the three-dimensional vehicle and the movement path of the object, so that the area where the intersections occur is larger than when the movement trajectories intersect. As a result, collision determination corresponding to various scenes including the positional relationship of the object with respect to the own vehicle and the moving state of the object can be performed, so that the presence or absence of the collision of the object with respect to the own vehicle can be appropriately determined. Furthermore, in the three-dimensional coordinate system, the presence / absence of a collision is determined based on the presence / absence of the intersection of the three-dimensional vehicle and the movement path of the object. Therefore, the presence / absence of the collision can be appropriately determined in consideration of the passage of time. .

FIG. 1 is a configuration diagram of a vehicle control system. The figure explaining the own vehicle existence area on an XY plane. FIG. 4 is a diagram illustrating an object existing area on an XY plane. FIG. 3 is a diagram illustrating a three-dimensional vehicle and a three-dimensional object. The figure explaining the technique of the collision determination of the object with respect to the own vehicle using the own vehicle solid and the object solid. 5 is a flowchart illustrating a procedure of collision determination. The figure explaining expansion of the own vehicle existence area | region when an own vehicle turns right or left. The figure explaining the expansion amount of the own vehicle presence area | region in the modification of 1st Embodiment. 9 is a flowchart illustrating a procedure of a collision determination according to the second embodiment. 9 is a flowchart illustrating a procedure of a process in step S18 of FIG. 6 in the third embodiment. FIG. 6 is a diagram illustrating an enlargement amount of an object existing area. 13 is a flowchart illustrating a procedure of a collision determination according to a fourth embodiment.

(1st Embodiment)
Hereinafter, an embodiment of a vehicle control system applied to a vehicle will be described with reference to the drawings. The vehicle control system 100 shown in FIG. 1 includes an object detection device 10 and a collision determination ECU 20. In the present embodiment, the collision determination ECU 20 corresponds to a collision determination device.

  The object detection device 10 transmits a millimeter wave, and detects a position of an object around the own vehicle and a relative speed of the object with respect to the own vehicle based on a reflected wave generated by reflecting the transmitted millimeter wave on the object. The object detection device 10 includes a millimeter wave radar sensor 11 and a radar ECU 12.

  The millimeter wave radar sensor 11 is attached to, for example, a front part and a rear part of the own vehicle, emits a millimeter wave around the own vehicle, and receives a reflected wave thereof. The millimeter wave radar sensor 11 outputs a reflected wave signal related to the received reflected wave to the radar ECU 12.

  The radar ECU 12 calculates the position of the object around the own vehicle and the relative speed of the object with respect to the own vehicle based on the reflected wave signal output from the millimeter wave radar sensor 11. The radar ECU 12 outputs the calculated position of the object and the relative speed of the object to the own vehicle to the collision determination ECU 20. The radar ECU 12 includes, for example, a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an input / output interface.

  The collision determination ECU 20 is connected with a yaw rate sensor 13, a steering angle sensor 14, a wheel speed sensor 15, and a collision suppression device 30. The yaw rate sensor 13 is provided, for example, at the center position of the own vehicle, and outputs a yaw rate signal corresponding to the change speed of the steering amount of the own vehicle to the collision determination ECU 20. The steering angle sensor 14 is attached to, for example, a steering rod of the vehicle, and outputs a steering angle signal corresponding to a change in the steering angle of the steering wheel accompanying the driver's operation to the collision determination ECU 20. The wheel speed sensor 15 is attached to, for example, a wheel portion of the vehicle, and outputs a wheel speed signal to the collision determination ECU 20 according to the wheel speed of the vehicle.

  The collision suppression device 30 is a device that suppresses a collision of an object with the own vehicle. In the present embodiment, the collision suppression device 30 includes a brake ECU 31 and a seat belt actuator 32.

  The brake ECU 31 controls the braking force of the brake actuator based on the deceleration signal output from the collision determination ECU 20. The deceleration amount of the own vehicle is adjusted by controlling the braking force of the brake actuator. The seat belt actuator 32 operates the seat belt winding device based on the start signal output from the collision determination ECU 20, and winds and tightens the seat belt.

  The collision determination ECU 20 determines whether an object has collided with the own vehicle based on the position of the object output from the object detection device 10 and the relative speed of the object with respect to the own vehicle. The collision determination ECU 20 is configured by a computer including a CPU, a ROM, a RAM, and an input / output interface. When it is determined that the object collides with the own vehicle, the collision determination ECU 20 operates the collision suppression device 30 to execute the collision suppression control on the own vehicle. For example, the collision determination ECU 20 performs the collision suppression control by generating and outputting a deceleration signal output to the brake ECU 31 and a start signal output to the seat belt actuator 32.

  When calculating a linear movement trajectory as the movement path of the own vehicle and the object, and determining the presence or absence of a collision of the object with the own vehicle based on an intersection of the calculated movement trajectories, the positional relationship between the own vehicle and the object or the position of the object is determined. Depending on the moving state, it may not be possible to properly judge the collision of the object with the own vehicle. For example, when the own vehicle and the object are moving in parallel, the trajectories of the own vehicle and the object do not intersect, so that it is impossible to determine the collision of the object. In addition, when the object is stationary, the intersection of the own vehicle and the object's movement trajectory is not calculated because the movement trajectory of the object is not calculated even if the passage of time is considered, and the collision of the object with the own vehicle is determined. It may not be possible.

  Thus, the collision determination ECU 20 calculates a three-dimensional vehicle that is a three-dimensional body that indicates the transition of the area in which the vehicle is present in a virtually formed three-dimensional coordinate system. In addition, the collision determination ECU 20 calculates the moving path of the object in the three-dimensional coordinate system. Then, based on the presence / absence of intersection between the three-dimensional vehicle and the movement route of the object, the presence / absence of collision between the own vehicle and the object is determined, thereby including the positional relationship of the object with respect to the own vehicle and the movement state of the object. It is possible to make collision determinations corresponding to various scenes.

  Next, each function of the collision determination ECU 20 relating to the collision determination of the present embodiment will be described.

  The own vehicle route estimation unit 21 calculates an own vehicle estimated route PA1 indicating the estimated route of the own vehicle based on the change speed of the steering amount of the own vehicle and the own vehicle speed. In the present embodiment, the own vehicle route estimating unit 21 calculates the own vehicle yaw rate て calculated using the yaw rate signal from the yaw rate sensor 13 and the own vehicle calculated using the wheel speed signal from the wheel speed sensor 15. An estimated curve radius of the own vehicle is calculated based on the speed and the vehicle speed. Then, a route when the vehicle travels along the calculated estimated curve radius is calculated as a vehicle estimated route PA1. Note that the speed of change of the steering amount of the vehicle may be calculated based on a steering angle signal from the steering angle sensor 14.

  The own-vehicle region calculation unit 22 determines a predetermined value on the own-vehicle estimated route PA1 on the XY plane of the two-dimensional coordinate system defined by the current distance Y in the own-vehicle traveling direction and the distance X in the vehicle width direction. An own vehicle existence area EA1 indicating an area where the own vehicle exists for each time is calculated. In the present embodiment, the own vehicle area calculation unit 22 calculates the own vehicle existence area EA1 at each position on the own vehicle estimated route PA1 during the period from the current T0 to the estimation end time TN.

  FIG. 2A shows the own vehicle existing area EA1 at the current time T0. In the present embodiment, the host vehicle existence area EA1 is defined as a rectangular area including the entire outer periphery of the host vehicle when the host vehicle is viewed from above. The host vehicle area calculation unit 22 determines a rectangular area that forms the host vehicle existence area EA1 based on vehicle specifications indicating the size of the host vehicle. For example, the current vehicle existence area EA1 at T0 is defined such that the intersection (0, 0) between the X axis and the Y axis is the reference position P0 of the own vehicle. Further, the reference position P0 of the own vehicle is set to be the center in the vehicle width direction in front of the own vehicle.

  FIG. 2B shows the own vehicle presence area EA1 in the future by T1 from the present. In FIG. 2B, for ease of explanation, the own vehicle existing area EA1 at the current time T0 and the own vehicle existing area EA1 at a time T2 from the present time (T2> T1) are indicated by broken lines. I have.

  The own vehicle existence region EA1 in the future by T1 from the present indicates the existence region of the own vehicle after the elapsed time T1 from the current own vehicle position when the own vehicle moves along the own vehicle estimated route PA1. . For example, the own vehicle area calculation unit 22 determines the reference position of the own vehicle at the current time T0 on the own vehicle estimated route PA1 based on the own vehicle estimated route PA1 calculated at the current own vehicle position and the own vehicle speed. A future passing position is calculated from P0 by a predetermined elapsed time Tn (n is a value of 0 or more and N or less). Then, a rectangular area having each passing position as the reference position Pn is calculated as the future vehicle existing area EA1 by Tn from the present time. In the present embodiment, the direction of the own vehicle existence area EA1 at each elapsed time Tn is determined to be the tangent direction of the own vehicle estimated route PA1 at each reference position Pn.

  The own-vehicle information calculation unit 23 calculates a plurality of own-vehicle existence areas EA1 in a three-dimensional coordinate system defined by a distance Y in the own-vehicle traveling direction, a distance X in the vehicle width direction, and an elapsed time T from the present. By complementing, a three-dimensional vehicle D1 indicating the transition of the own vehicle presence area EA1 is calculated. In the three-dimensional coordinate system shown in FIG. 4, a point (0, 0, 0) indicates the current reference position P0 of the own vehicle. The three-dimensional own vehicle D1 indicates a movement transition of the own vehicle existing area EA1 with the elapsed time T in the three-dimensional coordinate system. In FIG. 4, the vehicle three-dimensional body D1 is calculated in the predicted time width from the current T0 to the estimated end time TN.

  In the present embodiment, the own vehicle information calculation unit 23 converts the plurality of calculated own vehicle existence areas EA1 into information of a three-dimensional coordinate system. Then, in the three-dimensional coordinate system, the vehicle three-dimensional space D1 is calculated by linearly complementing four corners between the vehicle existence regions EA1 adjacent to each other in the direction in which the T axis that determines the elapsed time extends.

  The object path estimating unit 24 calculates an object estimated path PA2 indicating the estimated path of the object based on the position of the object detected by the object detection device 10 and the relative speed of the object with respect to the own vehicle. For example, the object path estimating unit 24 calculates a moving path of the object based on the change in the object position detected by the object detecting device 10, and sets the moving path as the object estimated path PA2.

  The object area calculation unit 25 calculates an object existence area EA2 indicating an area where an object exists at predetermined time intervals on the object estimation path PA2 on the XY plane. The object existence area EA2 indicates the existence area of the object every predetermined time when the object moves along the object estimation path PA2. FIG. 3A shows the object existing area EA2 at the current time T0. The object existence area EA2 on the XY plane at the current T0 indicates the existence area of the object detected by the object detection device 10 at the current vehicle position. The object area calculation unit 25 sets the object existence area EA2 as a rectangular area including the entire outer periphery of the object when the object is viewed from above. For example, the rectangular area forming the object existence area EA2 is set based on the size of the object calculated by the object detection device 10.

  FIG. 3B shows the future object existence area EA2 by T1 from the present. For example, based on the estimated object path PA2 and the relative speed of the object with respect to the own vehicle, the object region calculation unit 25 determines a predetermined elapsed time Tn from the current reference position B0 of the object on the estimated object path PA2. The passage position after elapse of the time is calculated. Then, a rectangular area having each passing position as the reference position Bn is calculated as the future object existing area EA2 by the elapsed time Tn from the present.

  The object information calculation unit 26 calculates an object solid D2, which is a solid indicating the transition of the object existing area EA2, by complementing the plurality of object existing areas EA2 in the three-dimensional coordinate system. The object solid D2 shown in FIG. 4 shows the movement transition of the object existence area EA2 with the elapsed time T in the three-dimensional coordinate system. In the present embodiment, the object information calculation unit 26 calculates the object solid D2 by linearly complementing four corners between the adjacent object existence areas EA2 in the direction in which the T-axis that determines the elapsed time extends. In the present embodiment, the object three-dimensional object D2 corresponds to the moving path of the object, and the object area calculating unit 25 and the object information calculating unit 26 correspond to the moving path calculating unit.

  The determination unit 27 determines whether or not an object has collided with the own vehicle based on whether or not the three-dimensional vehicle D1 and the three-dimensional object D2 intersect. In the present embodiment, the determination unit 27 calculates the first determination area DA1 indicating the area in which the own vehicle exists at the predetermined elapsed time T using the own vehicle three-dimensional D1. Further, a second determination area DA2 indicating the area where the object is present at the same elapsed time T as the first determination area DA1 is calculated using the object solid D2. Then, when there is an overlapping area between the first and second determination areas DA1 and DA2 at the calculated same elapsed time T, it is determined that the own vehicle solid body D1 and the object solid body D2 intersect.

  FIGS. 5A and 5B show a first determination area DA1 calculated using the vehicle solid body D1 and a second determination calculated using the object solid body D2 on the XY plane at the elapsed time Ta. FIG. 6 is a diagram showing a data area DA2. When the vehicle solid body D1 and the object solid body D2 intersect, as shown in FIG. 5A, the first determination area DA1 and the second determination area DA2 overlap on the XY plane at the same elapsed time Ta. An area OA exists. Therefore, when there is an overlapping area OA between the first determination area DA1 and the second determination area DA2 at the same elapsed time T, the determination unit 27 determines that the own vehicle collides with the object.

  On the other hand, when the vehicle solid body D1 does not intersect with the object solid body D2, the first determination area DA1 and the second determination area DA1 in the XY plane at all elapsed times T including the elapsed time Ta shown in FIG. There is no area OA overlapping the area DA2. Therefore, when there is no overlapping area OA between the first determination area DA1 and the second determination area DA2 at the same elapsed time T, the determination unit 27 determines that the own vehicle does not collide with the object.

  In the present embodiment, the determination unit 27 calculates the first and second determination areas DA1 and DA2 at the same elapsed time T at a predetermined elapsed time interval ΔT from the current T0 to the estimated end time TN. I do. Then, the presence / absence of an overlapping area OA is determined using the calculated first and second determination areas DA1 and DA2 at the same elapsed time T.

  Next, the procedure of collision determination according to the present embodiment will be described with reference to FIG. The process shown in FIG. 6 is repeatedly executed by the collision determination ECU 20 at a predetermined cycle.

  In step S10, based on the own vehicle speed calculated based on the wheel speed signal and the yaw rate の of the own vehicle calculated based on the yaw rate signal, the own vehicle estimation at the current own vehicle position on the XY plane is performed. The route PA1 is calculated.

  In step S11, the object estimation path PA2 is calculated on the XY plane based on the object position detected by the object detection device 10 and the relative speed of the object with respect to the own vehicle.

  In steps S12 to S16, a plurality of own vehicle existence areas EA1 on the own vehicle estimated route PA1 are calculated. Here, when an error occurs in the own vehicle estimation route PA1, the more the position of the own vehicle existence region EA1 moves from the present to the future in the own vehicle estimation region PA1, the more the position of the own vehicle existence region EA1 becomes. Is accumulated, and the error of the position of the own vehicle existence area EA1 increases. Therefore, in the present embodiment, the own vehicle presence area EA1 is calculated so that the area S is increased as the vehicle travels from the present to the future on the own vehicle estimated route PA1.

  First, in step S12, a change acceleration α of the steering amount of the own vehicle is calculated based on the yaw rate 示 す indicating the changing speed of the steering amount of the own vehicle. In the present embodiment, the difference between the yaw rate ψ calculated in the previous calculation cycle and the yaw rate 算出 calculated in the current calculation cycle is calculated as the change acceleration α of the steering amount. Step S12 corresponds to a steering change amount calculation unit. The change acceleration α of the steering amount of the host vehicle may be calculated from the change speed of the steering angle calculated from the steering angle signal from the steering angle sensor 14.

  In step S13, it is determined whether the vehicle turns right or left. In the present embodiment, when the estimated curve radius is calculated so as to turn rightward with respect to the current traveling direction of the own vehicle, it is determined that the own vehicle turns right. In addition, when the estimated curve radius is calculated so as to turn leftward with respect to the current traveling direction of the own vehicle, it is determined that the own vehicle turns left.

  If it is determined in step S13 that the own vehicle turns right, in step S14, based on the yaw rate の of the own vehicle and the change acceleration α of the steering amount, the expansion amount ΔS1 of the own vehicle existing area EA1 when the own vehicle turns right is determined. Set. In FIG. 7A, the enlarged amount ΔS1 of the own vehicle existing area EA1 when the own vehicle turns right is hatched. In FIG. 7, for the sake of simplicity, a plurality of host vehicle existence areas EA1 having different elapsed times T are described on the same XY plane.

  As the change in the steering amount of the own vehicle increases, the possibility that the own vehicle position changes in the vehicle width direction increases. Further, when the own vehicle turns right, there is a high possibility that the own vehicle gets involved in an object passing on the right side of the own vehicle due to a change in the own vehicle position in the vehicle width direction. Therefore, in the present embodiment, when it is determined that the own vehicle turns right, the collision determination is set on the safe side by enlarging an area on the right side in the own vehicle traveling direction in the own vehicle existing area EA1.

  Here, the change width ΔW1 of the own vehicle existence area EA1 due to the change in the steering amount of the own vehicle is calculated using the yaw rate ψ1 in the right direction of the own vehicle and the change acceleration α1 of the steering amount. Then, in the present embodiment, the enlargement amount ΔS1 of the own vehicle existing area EA1 when the own vehicle turns right is calculated by the following equation (1).

ΔＳ１ｎは、自車が右折する場合の各経過時間Ｔｎでの物体の拡大量を示す。ｋは自車の車長方向での長さを示す。

ΔS1n indicates the amount of enlargement of the object at each elapsed time Tn when the vehicle turns right. k indicates the length of the own vehicle in the vehicle length direction.

  In the above equation (1), the enlargement amount ΔS1 at the current time T0 is 0 because the elapsed time T0 is 0. Then, as the elapsed time Tn corresponding to the reference position P of the own vehicle on the own vehicle estimated route PA1 increases, the enlargement amount ΔS1 increases. In the embodiment, the collision determination ECU 20 stores table information that records the relationship between the yaw rate ψ1, the steering angle acceleration α1, the elapsed time T, and the enlargement amount ΔS1, and by referring to the table information,拡 大 Sets the enlargement amount ΔS1 when the vehicle turns right in accordance with T1, α1, and T.

  For example, the table information is calculated as follows. First, based on the above equation (1), the relationship between various yaw rates ψ1 and the change acceleration α1 of the steering amount and the enlargement amount ΔS1 is calculated. Then, the collision determination ECU 20 stores the correspondence between the yaw rate ψ1, the steering angle acceleration α1, the elapsed time T, and the enlargement amount ΔS1 as table information.

  Returning to FIG. 6, when it is determined in step S13 that the own vehicle turns left, in step S15, the own vehicle turns left based on the yaw rate ψ2 of the own vehicle calculated in step S12 and the change acceleration α2 of the steering amount. Of the own vehicle presence area EA1 is set.

  When the vehicle turns left, the vehicle may involve an object passing on the left side of the vehicle. Therefore, in the present embodiment, when it is determined that the own vehicle turns left, as shown in FIG. 7B, only the area on the left side in the own vehicle traveling direction in the own vehicle existing area EA1 is enlarged, and the collision determination is performed on the safe side. Is set to

  The enlargement amount ΔS2 of the own vehicle existence area EA1 due to the change in the steering amount when the own vehicle turns left is calculated by the following equation (2) using the yaw rate ψ2 in the left direction of the own vehicle and the change acceleration α2 of the steering amount. .

ΔＳ２ｎは、自車が左折する場合の各経過時間Ｔｎでの物体の拡大量を示す。ΔＷ２ｎは、自車が左折する場合の自車存在領域ＥＡ１の変化幅である。

ΔS2n indicates the amount of enlargement of the object at each elapsed time Tn when the vehicle turns left. ΔW2n is a change width of the own vehicle existing area EA1 when the own vehicle turns left.

  In the above equation (2), the enlargement amount ΔS2 at the current time T0 is 0 on the estimated vehicle route PA1. Then, as the elapsed time T corresponding to each vehicle existing area EA1 increases, the enlargement amount ΔS2 increases. In the embodiment, the collision determination ECU 20 stores table information for recording the relationship among the yaw rate ψ2, the change acceleration α2 of the steering amount, the elapsed time T, and the enlargement amount ΔS2, and by referring to this table information, An enlargement amount ΔS2 corresponding to each value ψ2, α2, and T when the car turns left is set.

  In step S16, a plurality of host vehicle existence areas EA1 passing through the host vehicle estimation route PA1 are calculated according to the enlargement amount set in step S14 or step S15. In step S17, in the three-dimensional coordinate system, the own vehicle three-dimensional space D1 is calculated by complementing the plurality of own vehicle existence regions EA1 calculated in step S16.

  In step S18, a plurality of object existence areas EA2 passing through the object estimation path PA2 are calculated. In step S19, an object solid D2 is calculated in the three-dimensional coordinate system by complementing the plurality of object existence areas EA2 calculated in step S18.

  In step S20, it is determined whether or not the own vehicle solid D1 calculated in step S17 intersects with the object solid D2 calculated in step S19. Specifically, when there is an area OA overlapping the first determination area DA1 and the second determination area DA2 at the same elapsed time T, it is determined that there is an intersection between the own vehicle solid body D1 and the object solid body D2. judge.

  If it is determined in step S20 that the vehicle D3 and the object D2 intersect, it is determined in step S21 that an object collides with the vehicle, and the process proceeds to step S22. When it is determined that the vehicle solid body D1 and the object solid body D2 do not intersect, the processing in FIG. 6 is temporarily terminated.

  In the present embodiment, on the condition that it is determined that there is an intersection between the own vehicle solid body D1 and the object solid body D2, in step S22, the collision margin time until the own vehicle collides with the object at the current own vehicle position is determined. The TTC shown is calculated. For example, the TTC is calculated by dividing the linear distance from the current position of the vehicle to the object by the relative speed of the object to the vehicle.

  In step S23, it is determined whether or not the TTC calculated in step S22 is equal to or less than a threshold value TH1. First, it is determined that the TTC is greater than the threshold value TH1, and the process of FIG. 6 is temporarily terminated. If it is determined that the TTC is equal to or smaller than the threshold value TH1 by the processing of step S23 performed thereafter, the process proceeds to step S24.

  In step S24, the collision suppression control for the own vehicle is performed. For example, by outputting a speed reduction signal to the brake ECU 31, the own vehicle speed is reduced. Step S24 corresponds to an operation control unit.

  When the processing in step S24 ends, the processing in FIG. 6 ends once.

  In the embodiment described above, the following effects can be obtained.

  The collision determination ECU 20 determines in the three-dimensional coordinate system including the elapsed time from the present time, the three-dimensional body D1 which is a three-dimensional body representing the transition of the own vehicle existence area EA1, and the three-dimensional body body which is a three-dimensional body showing the transition of the object existence area EA2. D2 is calculated. Then, it is determined whether or not the object has collided with the own vehicle based on whether or not the own vehicle D3 and the object D3 have crossed each other. In this case, the collision determination is performed using the three-dimensional vehicle D1 having an expanse in the three-dimensional coordinate system, so that the area where the movement trajectories intersect becomes larger than when the trajectories intersect. As a result, collision determination corresponding to various scenes including the positional relationship of the object with respect to the own vehicle and the moving state of the object can be performed, so that the presence or absence of the collision of the object with respect to the own vehicle can be appropriately determined. Furthermore, in the three-dimensional coordinate system, the presence / absence of a collision is determined based on the presence / absence of intersection between the vehicle solid body D1 and the object solid body D2.

  When an error occurs in the estimated vehicle path PA1, the error of the estimated vehicle path PA1 is accumulated in the position of the estimated vehicle area EA1 in the estimated vehicle path PA1 as the vehicle progresses from the present to the future. The error in the position of EA1 increases. In this regard, in the above-described configuration, the collision determination ECU 20 calculates the own vehicle existence area EA1 in the own vehicle estimation route PA1 so as to expand the own vehicle existing area EA1 as the vehicle progresses from the present to the future, and forms the own vehicle three-dimensional body D1 based on each calculated own vehicle existing area. calculate. In this case, since the own vehicle three-dimensional D1 is calculated in consideration of the accumulation of the error of the own vehicle estimated route PA1, the collision determination of the object with respect to the own vehicle can be set on the safe side.

  -As the change in the steering amount of the own vehicle increases, the possibility that the own vehicle position changes in the vehicle width direction increases. In this regard, in the above configuration, the collision determination ECU 20 sets the amount of enlargement of the own vehicle presence area EA1 based on the yaw rate ψ and the change acceleration α of the steering amount. In this case, since the own vehicle existence area is expanded in consideration of the fluctuation of the own vehicle and a sudden change in the steering amount, for example, when the own vehicle turns right or left, the own vehicle and the vicinity of the own vehicle pass. The collision determination with the object to be performed can be set on the safe side.

(Modification of First Embodiment)
In steps S14 and S15, the enlargement amount ΔS may be set using only the yaw rate ψ. In this case, the calculation of the change acceleration α of the steering amount in step S12 may be omitted.

  As shown in FIG. 8A, the value of the enlargement amount ΔS1 when the own vehicle turns right may be increased in proportion to the increase of the elapsed time T corresponding to each own vehicle existence area EA1. Further, as shown in FIG. 8 (b), the value of the enlargement amount ΔS2 when the own vehicle turns left may be increased in proportion to the increase of the elapsed time T corresponding to each own vehicle existing area EA1.

(2nd Embodiment)
In the second embodiment, a configuration different from the first embodiment will be mainly described. In the second embodiment and the first embodiment, the same portions are denoted by the same reference numerals, and description thereof will not be repeated.

  Once the collision suppression control has been performed on the own vehicle, it is highly likely that the vehicle will collide with the object. Therefore, it is not preferable that the collision suppression control be canceled carelessly. Therefore, in the present embodiment, after the collision suppression control is performed on the own vehicle, the collision determination ECU 20 increases the enlargement amount ΔS of the own vehicle existence area EA1 so that the subsequent vehicle three-dimensional D1 And the object solid D2.

  The procedure for determining the collision of an object with the host vehicle according to the present embodiment will be described with reference to FIG. The process shown in FIG. 9 is repeatedly performed by the collision determination ECU 20 at a predetermined cycle.

  In step S21, when it is determined that the object collides with the own vehicle, the process proceeds to step S22, and TTC is calculated. In step S23, it is determined whether or not the TTC calculated in step S22 is equal to or less than a threshold value TH1. If it is determined that the TTC is equal to or less than the threshold value TH1, the process proceeds to step S24, and the collision suppression control for the own vehicle is performed.

  In step S31, it is determined whether or not the enlargement of the three-dimensional vehicle D1 due to the execution of the collision suppression control is being performed. First, it is determined that enlargement of the three-dimensional vehicle D1 due to the execution of the collision suppression control is not performed, and the process proceeds to step S32.

  In step S32, the enlargement amount ΔS of the own vehicle existence area EA1 at the same elapsed time T is made larger than before the collision suppression control is performed. In the present embodiment, the enlargement amounts ΔS1 and ΔS2 set in steps S14 and S15 in the subsequent calculation cycle are made larger than the enlargement amounts ΔS1 and ΔS2 before the collision suppression control is performed. Therefore, in step S16, the own vehicle presence area EA1 at the same elapsed time T is enlarged as compared to before the execution of the collision suppression control. Steps S16 and S32 correspond to the own vehicle area enlarging section. When the process ends in step S32, the process in FIG. 9 ends once.

  In the present embodiment described above, the collision determination ECU 20 determines that the TTC is equal to or less than the threshold value TH1, and after the collision suppression control is performed on the own vehicle, the collision determination ECU 20 determines whether the own vehicle is used to calculate the three-dimensional vehicle D1. The area EA1 is enlarged. Therefore, in the determination in step S20 that is performed for each subsequent calculation cycle, the own vehicle solid body D1 and the object solid body D2 easily intersect with each other, and thus it is easier to determine that an object collides with the own vehicle. As a result, it is possible to prevent the collision suppression control from being canceled carelessly after the collision suppression control is performed on the own vehicle.

(Modification of the second embodiment)
After the collision suppression control is performed on the own vehicle when the TTC is equal to or less than the threshold value TH1, the collision determination ECU 20 replaces the object existing region EA2 with the enlarged amount of the own vehicle existing region EA1. May be enlarged. In this case, in step S32, the enlargement amount of the object solid D2 in step S16 may be set to a value larger than before the collision suppression control is performed. Besides this, in step S32, the enlargement amount of the object existing region EA2 may be increased together with the increase amount of the own vehicle existing region EA1. In the present embodiment, steps S19 and S32 correspond to the object area enlarging section.

(Third embodiment)
In the third embodiment, a configuration different from the first embodiment will be mainly described. In the third embodiment and the first embodiment, the same portions are denoted by the same reference numerals, and description thereof will not be repeated.

  As the position of the object existence area EA2 moves forward in the object estimation path PA2 from the present, the error of the object estimation path PA2 is accumulated at the position of the object existence area EA2, and the error of the position of the object existence area EA2 increases. . Therefore, in the present embodiment, the collision determination ECU 20 calculates the object presence area EA2 such that the area increases as the corresponding elapsed time T increases from the present to the future on the object estimation path PA2.

  FIG. 10 shows the procedure of the process of step S18 in FIG. 6 in the present embodiment.

  Since the object estimation path PA2 is calculated based on the position of the object detected by the object detection device 10, the error in the position of the object estimation route PA2 changes according to the sensor error σ indicating the error of the object detection device 10. . Therefore, in step S41, the sensor error σ of the object detection device 10 is obtained. In the present embodiment, the sensor error σ of the object detection device 10 is stored in a memory such as a ROM in advance.

  In step S42, the enlargement amount ΔS3 of the object existing area EA2 is set based on the sensor error σ acquired in step S41. In the present embodiment, as shown in FIG. 11, in the object estimation route PA2, the enlargement amount ΔS3 is set to a larger value as the elapsed time T changes from the present to the future. The larger the sensor error σ, the larger the enlargement amount ΔS3 is set.

  In step S43, the object presence area EA2 is calculated using the enlargement amount ΔS3 set in step S42. Therefore, the object existence area EA2 is calculated so that the area increases as the object existence area EA2 advances from the present to the future on the object estimation path PA2.

  Upon completion of the process in the step S43, the process proceeds to a step S19 in FIG.

  In the embodiment described above, the following effects can be obtained.

  The collision determination ECU 20 calculates the object presence area EA2 such that the area increases in the object estimation route PA2 from the present to the future. In this case, since the object existence area EA2 is calculated in consideration of the detection error of the object estimation path PA2, the collision determination of the object with respect to the own vehicle can be set on the safe side.

  The collision determination ECU 20 sets the enlargement amount ΔS3 of the area of the object presence area EA2 based on the detection error of the object detection device 10. In this case, the object existence area EA2 is prevented from being unnecessarily enlarged, and the collision of the object with the host vehicle can be determined more appropriately.

(Fourth embodiment)
In the fourth embodiment, a configuration different from the first embodiment will be mainly described. The same portions in the fourth embodiment and the first embodiment are denoted by the same reference numerals, and the description thereof will not be repeated.

  The moving path of the object may not be calculated as a solid in the three-dimensional coordinate system, but may be formed linearly in the three-dimensional coordinate system.

  The procedure for determining the collision of an object with the host vehicle according to the present embodiment will be described with reference to FIG. The process shown in FIG. 12 is repeatedly performed by the collision determination ECU 20 at a predetermined cycle.

  After calculating the three-dimensional vehicle D1 in step S17, the process proceeds to step S50. In step S50, a plurality of positions Cn with different elapsed times T on the object estimation route PA2 are calculated. That is, in the present embodiment, the object existence area EA2 is not calculated.

  In step S51, the moving path D3 of the object in the three-dimensional coordinate system is calculated by complementing the plurality of positions Cn on the object estimation path PA2 calculated in step S50 in the three-dimensional coordinate system. That is, in the present embodiment, the object solid D2 is not calculated.

  In step S52, the intersection of the three-dimensional vehicle D1 and the movement path D3 of the object calculated in step S51 is calculated. That is, in the present embodiment, it is determined that the object collides with the own vehicle when the three-dimensional vehicle D1 intersects the moving path D3 of the object.

  If it is determined in step S52 that the three-dimensional vehicle D1 and the moving path D3 of the object intersect, then in step S53, it is determined that the object collides with the own vehicle. Then, the process proceeds to step S22 to calculate TTC. On the other hand, if it is determined in step S52 that there is no intersection between the three-dimensional vehicle D1 and the movement path D3 of the object, it is determined in step S53 that the object does not collide with the own vehicle, and the processing in FIG.

  In the present embodiment described above, the same effects as in the first embodiment can be obtained.

(Other embodiments)
The determination of the presence or absence of intersection between the vehicle solid body D1 and the object solid body D2 in step S20 in FIGS. 6 and 9 may be performed as follows. First, the outer peripheral surface forming the three-dimensional vehicle D1 within a predetermined time width is calculated. Further, in the object solid D2 with the same time width, each side extending in the T-axis direction is calculated. Then, when any of the sides calculated from the object solid D2 passes through the outer peripheral surface calculated from the vehicle solid D1, it is determined that there is an intersection between the vehicle solid D1 and the object solid D2. Similarly, when any of the sides calculated from the vehicle solid D1 passes through the outer peripheral surface calculated from the object solid D2, it may be determined that there is an intersection between the vehicle solid D1 and the object solid D2.

  The determination of the presence or absence of intersection between the vehicle solid body D1 and the object solid body D2 in step S20 in FIGS. 6 and 9 may be performed as follows. First, the vehicle solid body D1 having a predetermined time width is converted into a solid body formed by polygons. Further, in the object solid D2 having a predetermined time width, each side extending in the T-axis direction indicating the elapsed time is calculated. Then, when one of the sides calculated from the object solid D2 passes through the outer peripheral surface formed by the polygon of the converted vehicle solid D1, it is determined that there is an intersection between the vehicle solid D1 and the object solid D2. I do. Similarly, the object solid D2 is converted into a solid formed by polygons. Then, when one of the sides calculated from the own vehicle solid body D1 passes through the outer peripheral surface formed by the polygon of the converted object solid body D2, it is determined that the own vehicle solid body D1 intersects with the object solid body D2. I do.

  The shapes of the own vehicle existence area EA1 and the object existence area EA2 may be shapes other than the rectangular shape. For example, when the collision determination ECU 20 can determine the type of the object detected by the object detection device 10, the shape of the object presence area EA2 may be changed according to the determined type of the object. As the object type determined by the collision determination ECU 20, a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, an animal, a structure, and the like can be used.

  The area S of the own vehicle existence area EA1 used for calculating the three-dimensional vehicle D1 does not have to be enlarged with the elapsed time T. In this case, in the calculation of the own vehicle presence area EA1 in step S16 in FIGS. 6, 9, and 12, the area S may be constant regardless of the elapsed time T. Accordingly, the processing of steps S12 to S15 in FIGS. 6, 9, and 12 is also omitted.

  -The object detection device 10 is replaced with a device composed of a millimeter-wave radar sensor 11 and a radar ECU 12, and an image sensor that detects the position of the object using a captured image or the position of the object using a laser beam is used. The device may be provided with a laser sensor for detection. In addition to this, when the own vehicle can perform inter-vehicle communication with another vehicle traveling around the own vehicle, the own vehicle determines the position of the object detected by the object detection device provided in the other vehicle. It may be obtained by inter-vehicle communication.

  The collision determination ECU 20 may calculate the estimated vehicle path PA1 using the acceleration of the vehicle in addition to the yaw rate ψ and the vehicle speed of the vehicle.

  10: object detection device, 20: collision determination ECU.

Claims (8)

A collision determination device (20) for determining whether there is a collision between an object located around the own vehicle detected by the object detection device (10) and the own vehicle,
In a two-dimensional coordinate system defined by the distance of the current vehicle in the vehicle traveling direction and the distance in the vehicle width direction, the vehicle that calculates the vehicle existence area at predetermined time intervals on the estimated route of the vehicle. An area calculation unit;
In the three-dimensional coordinate system defined by the distance in the traveling direction of the host vehicle, the distance in the vehicle width direction, and the elapsed time from the present time, complementing the calculated own vehicle presence area for each of the predetermined times. By means of a vehicle information calculation unit that calculates a vehicle three-dimensional that is a three-dimensional indicating the transition of the vehicle existence region,
A movement path calculation unit that calculates a movement path of the object in the three-dimensional coordinate system based on a position of the object detected by the object detection device;
A collision determination device comprising: a determination unit configured to determine whether the object has collided with the own vehicle based on whether the calculated three-dimensional vehicle and the calculated movement path of the object intersect.   The collision judging device according to claim 1, wherein the own-vehicle region calculating unit calculates the own-vehicle existing region such that an area of the estimated route of the own vehicle increases as the area progresses from the present to the future. A change amount calculation unit that calculates at least one of a change speed of the steering amount of the own vehicle and a change acceleration of the steering amount,
The host vehicle region calculation unit calculates the amount of expansion of the area of the host vehicle presence region based on at least one of the change speed of the steering amount and the change acceleration of the steering amount calculated by the change amount calculation unit. The collision determination device according to claim 2, wherein the setting is performed. The travel route calculation unit includes:
In the two-dimensional coordinate system, an object existence area is calculated for each predetermined time on an estimated path of the object based on the position of the object,
4. The three-dimensional coordinate system, wherein a solid representing a transition of the object existing area is calculated as a movement path of the object by complementing the calculated object existing area at every predetermined time. The collision determination device according to the paragraph.   5. The collision determination device according to claim 4, wherein the movement route calculation unit calculates the object presence region such that an area of the estimated route of the object increases as the area progresses from the present to the future.   The collision determination device according to claim 5, wherein the movement route calculation unit sets an expansion amount of the area of the object presence region based on a detection error of the object detection device. An operation control unit that performs a collision suppression control for suppressing a collision of the own vehicle with an object on condition that the calculated three-dimensional vehicle and the calculated movement path of the object intersect; When,
A self-vehicle region enlarging unit that enlarges the self-vehicle existence region used for calculating the three-dimensional self-vehicle after the collision suppression control on the own vehicle is performed and before the collision suppression control is performed. The collision determination device according to claim 1. An operation control unit that performs a collision suppression control for suppressing a collision of the own vehicle with an object on condition that the calculated three-dimensional vehicle and the calculated movement path of the object intersect; When,
An object region enlarging unit that enlarges the object existence region used for calculating the moving path of the object after the collision suppression control is performed on the own vehicle, than before the collision suppression control is performed. Item 7. The collision determination device according to any one of Items 4 to 6.

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